Valve for internal-combustion engines.



C. DE LUKACSEVICS.

VALVE FOR INTERNAL COMBUSTION ENGINES.. APPLICATION FILED APR. l9l4.

Patented Oct. 30, 1917.

2 SHEETS-SHEET I.

fil/elziar J aarles iezalmcaeuo'ca 0. DE 'LUKACSEVICS. VALVE FOR INTERNAL COMBUSTION ENGINES- Patented Oct. 30,1917.

2 SHEETS-SHEET 2.

APPLICATION 'FILED APR. 6. 9H.

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rn'rnnr cnannns DE LUKACSEVICS, or ,wn's'r no'rnnr, unw'mnsnr, Assisnoa 'ro ANDREW access, on NEW YORK,N. Y.

VALVE F013, INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Qriginal application filed November 17, 1913, Serial No. 801,533. Divided and this application filed April 6,

1914:. Serial No. 830,049.

To all whom it may concern:

ternal-Combustion Engines, of which the following is a specification.

My present invention relates to improvements in internalcombustion engines and more especially to those of the multiple cylinder four-cycle typef The primary object of the invention is to provide improved .valves for controlling the intake and exhaust ports of the various combustion chamhers, tubular rotary water-cooled valves being preferably used, and the housings for such valves are detachably applied to the cylinder casings, enabling the valve housings tobe renewed or replaced, if necessary, at small expense. A further object'of the invention is to provide improved means for operating the valves and other parts from the crank shaft, the present application be mg a division of my prior application, Se-

rial No. 801,533, filed November 17, 1913.

To these and other ends, the invention consists in certain improvements, and combinations and arrangements of parts, all as will be hereinafter more fully described, the novel features being'pointed out particularly in the claimsat the end of the specification.

In the accompanying drawings Figure 1 represents a central. vertical transverse section of a two-cylinder engine taken in the plane of the. valves and constructed in accordance with the present invention; 1

Figs. 2-5 inclusive are horizontal transverse sections of the exhaust valve and its housing showing the positions of the exhaust valve corresponding to the different positions of the crankshaft;

Figs. 6-9 inclusive are similar views of theintake valve; Fig; '10 represents a transverse section through the cylinders of the engine;

Figill represents, on an enlarged scale, a transverse" section through the exhaust valve and its housing;

Figs. 12 and Bar respectively, a top plan view and a side elevation of the driving member for the exhaust valv l Figs, 14, 15 and 16' are detail views of a modified form of valve driving member. Similar parts are designated by the same reference characters in, the several views.

Patented Oct. so, 1917.

Internal combustion engines, constructed Y in accordance with the present invention are adapted to be utilizedfor various purposes, particularly where it is desired .to obtain power with a motor of small size and relatively light weight. The preferred embodiment of the invention is shown in the accompanying drawings and will be hereinafter described in detail, but it is to be understood that the present construction is but one example and the construction can be modified according to different requirements and also equivalent constructions may be employed which will be within the scope of the claims at the end of the specification;

In the construction shown, 1:- designates the crank shaft which has two cranks 2 and 3 set at right angles and attached to the usual connecting rods. The ends of the shaft are mounted in the usual bearings in the ends of the crank case 4, the bottom of the crank case being closed by an oil pan 5 provided with the usualcompartments in which the lower ends of; the respective connecting rods dip and therebyefi'ect lubrication of the bearings and othermoving. parts in the vicinity of the crank case. A spiral gear 6 is fixed to the crank shaft and serves,

as will hereinafter appear, to operate the valves, this gear dipping into the oil contained in the oil pan and thereby effecting lubrication of these'parts. A reservoir? is arranged below the oil can and contains'a supply of lubricating 0il,,thi s oil being circulated from the reservoir'to theoil pan by an oil pump 8 and the overflow returning to 7 the, reservoir throughthe vents in the upper wall 9 of the oil pan. The fly-yvheel is fixed to one end of the crank shaft, .as usual, and l may serve in the usual way as one member of the clutch through which power is transmit- .ted from the engine. The connecting rods are connected to'a pair of pistons which operate in the cylinders 9 and 10 respectively. The piston and cylinder arrangement as shown and described fully in my pending application above mentioned provides four 106 explosion or combustion chambers for each cylinder, the topand bottom combustion chambers 11- and 12 respectively, andthe i'ntermediate combustion chambers '13 and 14 respectively. Water jackets are provided to prevent excessive heating of these combustion chambers, as shown. The upper combustion chamber 11 of both cylinders communicates at one side of the engine with an intake port 15 and at the opppsite side of the engine with an exhaust port 16. The lower combustion chamber 12 communicates with similarly located intake and exhaust ports 17 and 18 respectively whilethe inter mediate. combustion chambers 13 and 14 communicate respectively with intake and exhaust ports 19, 20, 21 and 22.

In the present instance, the. admission of fuel gas to both cylinders through the intake ports just described is controlled by a single rotary valve, and the present invention rovides a valve and housing therefor whic is detachably applied to the engine whereby it may be replaced, if necessary, at small cost. As shown, a valve housing 23 is fitted to one side of the cylinder casting and is removably secured thereto by bolts or screws 24, as shown. This housing is bored-in the form of a cylindrical valve chamber, and a hollow cylindrical valve 25 i is fitted to revolve therein. This hollow cylindrical valve is formed in the present instance with a set of four ports 26 corresponding to the intake ports 15, 17, 19 and 21, rotation of the valve operating to present these ports at appropriate intervals to the different intake ports whereby fuel is admitted to the respective combustion chambers. In order to insure even distribution of the fuel gas through the length of the valve, a spiral or helically formed blade 27 is preferably provided,-this blade being supported in stationary position within the hollow valve and rotation of the valve will cause the fuel gas to act on the spiral blade in a manner that will cause the fuel gas to rise or flow toward the top of the valve. This valve is rotated continuously and at one half the speed of thecrank shaft of the The upper end of the valve is mounted in a bearing 28, and a bearing 29 engine.

supports the lower end of the valve. These bearings support the Weight and driving strain on the valves and hence minimize fric tionand wear between the valve and its housing. The exhaust valve is similar to the intake valve and it is applied in a similar way to the opposite side of the engine. This exhaust valve is containedoin a housing 30, the housing being fitted against the cylinder casting so as to control the exhaust ports 16, 18, 20 and 22, and is detachably secured in position by the screws or bolts 31. This housing is bored to form a cylindrical valve chamber, and a cylindrical exhaust valve 32 is fitted to rotate therein. Preferably, this valve is provided with a water jacket 33 to prevent excessive heating or warping cam thereof. A set of four ports 34is formed Lin this exhaust valve, they being spaced cireumferentially and arranged at appropriate intervals to control the respective exhaust ports of the cylinders. The upper end of this valve" is provided with a' bearing 35,

and a driving shaft. 36 below the valve is provided with a bearing 37, these hearingssupporting and guiding the valve and thereby minimizing wear between it and its housing. The driving shaft 36 may be con nected to the valve by a coupling, either of the construction shown in Figs. 12 13, or one of the type shown in Figs. 14-16. In the former instance, the u per end of the valve driving shaft 36- formed branches 38 which are connected at their:-

upper ends to a circular flange 39, the latter being secured b screwsor bolts to the" lower end of the va ve and having an openthe exhaust gases. The shaft 36 ishollow '85 ing through the center for the passage of.

for thepassage of the coolingv water and the arms or branches-38 of-the coupling are also hollow to establish communication with the water jacket of. the valve. The coupling shown in Figs. 14-16 inclusive is similar to that just described, the upp er"end of the drive shaft in. the latter instance being formed with up-turned arms 40 having water passages 41 therein, and lugs '42 project from opposite sides of each arm and are secured to the lower end of theQvalve-by screws or bolts. The couplingisfcentered relatively to the valve by the upwardly projecting lugs 43 which enter the opening in the bottom of the valve. In the construction shown in. Figs. 12 and 13, a circular rim 44 is adapted to enter the bottom of the valve with the water jacket of the cylinder through the connection 45 while the lower end of the hollow valve'driving shaft 36 communicates with the water-circulating pump 46, the latter being conveniently driven by the same shaft 36 which drives the valve. Also, the

oil pump 8 is preferably driven from the shaft which drives the intake valve, as

shown. The intake and exhaust valves are driven by the spiral gear 6 which is fixed on the Crank Shaft and Perates' with comp-lemental spiral gears 47 and 48 connected to the intake and exhaust valves respectively. 49 designates the exhaust'pipe which leads the consumed gases from the lower end of i the exhaust valve, and 50 designates the carbureter which supplies the fuel gas to the isc ' lower end of the intake order to n'event leakage, either or both of the valves may be; provided with grooves or gas checks 51 and 52, and the corresponding housing may be provided with similar grooves or gas cheeks 53, 54 and 55.

In the. present instance where two cylinders are employed and one intake and one exhaust valve serve to control both cylinders, tlnrintake ports and the exhaust ports for one cylinder are separated by a partition from those 01 the other cylinder, as shown. Iligs. 2-5 inclusive illustrate diag'a'mmatically the relation between the exhaust valve and the exhaust ports for two adjacent coins bustion chambers of the di'll crent cylinders during one revolution of the crank shaft. In these figures, the port (It belongs to the eylimler containing the piston which is connected to the crank 92 shown by dotted lines. In Fig. 2 such crank has reached the end of its working stroke, the upper or corresponding exhaust port (I/ being open. Fig. 3 shows the crank :v'a quarter turn on its upstroke, the. corresponding port (L being still open and is closed when the eorrespomling crank a makes another quarter turn and thus conipletes its lip-stroke, as shown. in Fig. 4, it remaining closed during the next one-anda-halt-revolutions of the crank shaft which draws a charge of gas into this combustion chamber, compresses such charge and coniines'the same when exploded, according to the well-known four-cycle principle.

The lower port 7) in these figures which belongs to a combustion chaml'ier of the other cylinder is timed to open and close according to the. movements of the crank y shown in full lines. For example, in Fig. 2, this crank 7 is completing its Working stroke, the corresponding exhaust port I;

being closed. In Fig. 3 this crank has reached the end of its working stroke and the valve has rotated into a position to open the corresponding exhaust port I), and this port remains open during approximately the next hallrevolution or np-strokc of its corresponding crank, as shown in Figs. 4 and 5, it being closed as the crank makes one-and-a-h alt revolutions from the position shown in Fig. 5 to complete the cycle as in the former case.

The intakeports' of the different combustion chambers are controlled by the intake valves in a similar Way. In Figs. 64) inclusive, the upper port 0 belongs to a combustion chamber of the cylinder containing the piston which is connected to the crank This crank is commencing its suction stroke in Fig. 6 and the valve is about to open the port 0-. Fig. 7 shows the crank w midway of its suction stroke and the port 0 fully open. Fig. 8shows the crank m at the tion stroke, as shown in Figs. 8 and 9, thereupon clos ng and remaining closed while this crank makes its compression, power and exhaust strokes as in the preceding instance. In the present arrangement, it is to be. understood that each valve turns at one half the speed of the engine or crank shaft. This invention enables single intake and exhaust valves to be used to control the various combustion or explosion chambers of: both cylimlers, thereby reducing the number of parts to a minimum, and the valves and their housings can be replaced it such should become necessary, thus saving the cylinders, pistons and other parts of the engine.

\Vhat is claimed is:

1. In an internal combustion engine, the combination of a. water-jacketed cylinder, valve revolubly mounted thereon, said valve having therein an axially extending fluid passage open. at one end and having ports at intervals in its length to cooperate with tle cylinder ports, and a water jacket extendir. g

longitudinally and extcriorly of said passage, means connecting one end of the water jacket of said valve with the cylinder water jacket, a. hollow driving shaft at the oppo' site end of the valve, and a coupling connecting the open end of the valve and the adjacent end of the driving shaft and having arms provided internally with Water passages connecting the interior of the having shaft with the water jacket of the'valve, the arms being spaced to expose the. open end of the valve.

2. In an internal combustion engine, a. rotary intake valve having an axially extending fuel passage with ports at intervals in its length to cooperate with the cylinder ports, means for supplying fuel to one end of the axial fuel'passage of the valve, and a helically formed blade supported in fixed position within said axial fuel passage in the valve and extending past the ports thereof. In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

" CHARLES DE LUKACSEVICS.

Witnesses:

DAVID HALLIDY, A. L. HUNTLEY- 

